Automatic vacuum-lubricator



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. G. W. BAKER. v Automatic Vacuum Lubricator. U No. 229,025. Patente d'June 22,1880.

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(No Model. a sheets-sheets) G; w. BAKER. Automatic Vacuum Lub'rioator. No." 229,025. Patented June 22,1880.

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GEORGE W. BAKER, OF CHICAGO, ILLINOIS.

AUTOMATIC VACUUM-LUBRICATOR.

SPEGIFIGATION'forming part of Letters Patent No. 229,025, dated June 22, 1880.

Application filed March 16, 1880.

To all whom it may concern:

Be it known that I, GEORGE W. BAKER, of the city of Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in an Autoinatic Vacuum-Lubricator; and I do hereby declare the following to be av full, clear, and exact description of the invention, which will enable others skilled in the art to which it appertains to construct and make use of the same, reference being bad to the accompanying drawings, and to letters of reference marked thereon, forming a part of this specification.

The object of this invention is the construction of an improved lubricating apparatus to be employed in lubricating the interior workin g parts of a steam-engine, and it is more especially adapted to be used in connection with locomotive-engines, and is also adapted to lubricate the steam end or cylinder of the airbrake attachment and water or vacuum pumps; and it consists of certain novel features, as will be hereinafter more fully explained in detail and set forth in the claims.

The nature of this invention consists in so constructing and connecting the several parts constituting the lubricating apparatus as to make use of the vacuum formed in the cylinder after the steam has been shut off, the oil or other lubricant being thereby drawn into the interior working parts of theengine.

Figure 1 shows the position of the oil-reservoir and connections therewith for lubricating the steam-cylinder of the air-brake when attached to a locomotive'boiler. Fig. 2 is a side elevation of a locomotive embodying my lubricatin g apparatus. tion of the oil-reservoir and connections thereto. Figs. 4:, 5, and 6 are sectional details. Fig. 7 shows a lubricating connection with the oi1-receiver, so arranged as to permit of the oil being drawn from the bottom of the receiver through the top as well as from the bottom direct. Fig. 8 shows a screw-cap forming a part of the ordinary globe-valve, and is provided with graduating lines. Fig. 9 is a vertical section of the upper portion of the rereceiver, as shown in Fig. 7.

Referring to the drawings, A represents a glass reservoir, cylindrical in form and having the ends thereof closed and protected by de- Fig. 3 is a vertical sec-' (No model.)

tachable metal heads a a. These metallic heads or ends have projecting flanges, which are perforated for the reception of rods to a, which extend longitudinally in relation to the glass cylinder A. These rods are provided with threaded ends for the reception of nuts, whereby the metallic ends of the cylinder A are drawn down to a close bearing, formin g a perfectly tight join t. A packing-gasket of an elastic nature is interposed between the glass ends and the metallic heads, cork-wood being preferred as the most suitable material for this purpose.

The rods 0/ a not only serve to hold the metallic ends to their proper bearings, but also protect the glass receptacle from being accidentally broken.

The glass receptacle A is provided with graduated lines, as shown. in Figs. 1 and 7 of the drawings. These graduations may be accompanied by appropriate characters for indicating the exact amount of oil used in any given time.

As shown in Fig. 1 of the drawings, the oilreceiver is in proper position to oil the righthand cylinder and parts, the pipe 9 conducting the oil to the steam-chest and cylinder, two of these oil-receivers being employed on each locomotive, for the right and left hand engines, respectively.

i The globe-valve 10 closes the communication between the receiver A and the ballvalve IL and its connecting parts. The ball-valve 11, as shown in Fig. 3 of the drawings, is in proper position for closing the communication between the receiver A and the cylinder when working steam, thereby allowing the valve 10 to remain open. When the steam is shut 05 from the cylinder the engine carried forward by the momentum and the piston-head traveling in a vacuum have the effect of back-seating the ball-valve. 11 onto the shoulders 12, arranged on the inside of the valve-cage 13 inclosing the ball-valve 11. The cage 13 in which the ball-valve moves screws into the nipple 14., as shown in the drawings. Between the ball-valve and the back-seatin g end of the cage 13 is located the spiral spring 15, which will assist the return of the ball-valve to its proper seat for closing the oil-outlet. There are several of these ball-valve devices IOO made use of in the several connections of the lubricating apparatus; and Fig. at is an enlarged longitudinal section of one of the nipples, showing the ball-valve and parts, the same figures denoting the duplicate parts in the different ball-valve devices herein shown. By inserting one of these nipples and ballvalve parts in the top of the steam-chest, as shown in Fig. 2 of the drawings, the steam is prevented from entering and condensing in the oil-pipe 9, thereby guarding against the possibility of the oil-conducting pipe being affected by the action of frost and corroding from the use of oil. I

The screw-cap 16, closing the stuffing-box of the globe-valve 10, is provided with graduated lines, as shown in Figs. 1 and 8 of the drawings, and the valve-stem passing through this screw cap is provided with corresponding graduations or indicating-characters, so that the valve can be conveniently and accurately adjusted to any desired opening. This globevalve 10 is ordinarily set at the required opening to feed a certain amount of oil, and when the steam is shut off from the engine the ballvalve is back-seated, allowing the oil to pass through, thereby automatically lubricating the cylinder and parts without any special attention from the engineer.

The steam-cylinder of the air-brake appara tus is lubricated by first closing the globe or throttle valve 17, which supplies the steam to the cylinder operating the air-brake pump, which allows the ball valve to rest on the seat proper and prevents the oil passing into the steam-pipe 18; then open the globevalve 19 and let into the pipe 20 the desired amount of oil; then close the valve 19 and open the steam-valve 17, when the pressure of the steam will back-seat the ball-valve in the lower end of the oil-pipe 20 and allow the oil contained therein to mingle with the steam and pass into the steam-cylinder of the air-brake attachment.

The metallic head closing the upper end of the glass receiver has formed integral therewith the threaded projection 21, which is adapted to receive the screw-cap 22 closing the passage to the oil-reservoir. When the reservoir is to be filled the cap is unscrewed by means of the hand-wheel 23. By taking out the screw 24 the hand-grasp 23 may be removed and accesshad to the set-screw 25, which is loosely inserted in the upward-projecting stem, forming a part of the metallic gasket 26. This form of construction imparts to this gasket a slight pivotal action, for the purpose of allowing the gasket to nicely adjust itself to a proper bearing.

Arranged in the bottom of the oil-reservoir is a strainer of wire-cloth for straining the oil.

Figs. 7 and 9 show a form of construction whereby the oil may be drawn from the bottom of the receiver through the top, the connections with the parts to 'be lubricated and the operation thereof being precisely the same as that already hereinbefore described.

By placing an inverted-U-shaped pipe on the inside of the reservoir the oil may be drawn from the bottom and out through the bottom of the reservoir, which arrangement will prevent the oil from leaking out when the engine is at rest, should the ball-valve device fail at any time to properly close the passage into the oilconducting pipe.

The changes or additions in this connection being the bulb 27 and the oil-tube 28 passing downward through the center of the oil-receiver, the upper end of this tube 28 is attached to the upper lubricating connection, and the lower end should extend to a point below the strainer-cloth. The bulb 29 is screwed onto a corresponding projection forming a part of thelower end, a, and carries a threaded plug projecting at right angles to the base of the oil-reservoir, which is inserted in the boiler or other part to which the oil-receiver is to be attached.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is-- 1. In an automatic lubricating apparatus adapted to supply a continuous flow of oil when the engine is running dry, the combination, with the oil-reservoir A, of the vertical oil-conductin g tube 28, arranged on the inside of the reservoir A, thereby adapting the apparatus to draw the oil from the bottom of the same and discharge it into an oil-conducting pipe attached to the top of the oil-receptacle, substantially as herein shown and described.

2. In a lubricating apparatus adapted to lubricate both the interior working parts of an engine and the steam-cylinder ot' the air-brake connection from one and the same oil-cup, the combination, with the air-brake attachment and the steam-pipe 18, of the throttle-valve 17, the globe-valve 19, the oil-supply pipe 20, provided with a ball-valve back-seating inside of a cage, and the oilreceptacle A, constructed, arranged, and operating in the manner and for the purpose herein set forth.

GEORGE W. BAKER.

Witnesses STEPHEN A. REYNOLDS, L. B. OOUPLAND. 

